Railway-signal



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J'. WAYLA'Nn RAILWAY SIGNAL.

110.501,30?, Patented July 11, 189s.

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J. WAYLAND. l A l RAILWAY SIGNAL. i

-No. 501,307., Patented July 11V, 1893.

" STATES PATENT FFICE.

JAMES WAYLAND, OF NEWARK, NEV JERSEY.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 501,307, dated July 11, 1893.

Application tiled January 21, 1892. Serial No. 418,793. (N o model.) i

To @ZZ whom, t may concern:

Beit known that l, 'JAMES WAYLAND, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Railway-Signals and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters and figures of reference marked thereon, which form a part of this specification.

The objects of this invention are to reduce the cost of constructing signaling machines, to secure greater reliability in signaling, to prevent the propulsive force from the loco-l motive from being transmitted directly to the semaphore operating parts of the machine and thus overcoming the great danger of breakage and damage to the operating parts due to the sudden and severe shocks; to simplify the construction and to avoid the use of weighty and cumbersome parts, to secure a more practical and safe releasing device by which the semaphores will f be enabled to return to their initial or safety positions with certainty and automatically, and to secure other advantages and results some of which will be referred to in connection with the description of the working parts.

The invention consists in the improved signaling apparatus and in the arrangements and combinations of parts substantially as will be hereinafter set forth and finally embodied in the clauses of the claim.

Referring to the accompanying drawings in which like letters and numerals indicate corresponding parts in each of the several views, Figure l is a side elevation of the lower parts of the signaling apparatus adjacent to the railway rails. Fig. 2 isaside elevation of the upper partsof the same, showing the semaphores and their immediate connections. Fig. 3 is a detail plan of improved means to receive the propulsive force of the passing train by which the signaling operation is eected. Fig. 4. is a detail section of a certain pulley, taken on line cc. Fig. 5 is a sectional View of the drum of the distance semaphore and its connections, and Fig. 6 is a detail of bell crank or lever land to the rail.

adapted to be acted on by the passing train. Fig. 7 is an enlarged detail showinga system of levers and an electric catch for the same, the latter being out of engagement with the levers, and Fig'. 8 is a view showing the house semaphore in its safety-indicating position.

In said drawings, a indicates the railway rails and b, a signal post or support on which the semaphores are carried.

c indicates a sleeper or timber extending beneath the rails and to the vertical post or support.

Upon the rail is secured, in any suitable manner, a bracket, d, which is preferably in sections, as shown in Figs. ll and 3, where d', d', are clamping plates providing bearings for a bell crank or lever e, and having bearings to engage the side and bottom of the rail and to receive a tie plate, f, which latter engages the opposite side of the bottom flange of the rail and is bolted to the clamping sections cl, d', holding the same firmly together A vertical recess is formed between the sections d', df, in which the bell crank or lever works and the outer or projecting end of the bracket is supported by across plate or bearing, g, which extendsfrom sleeper to sleeper and holds the said bracket in proper position. t

The bell-crank consists of a solid triangular piece, the longer arm of which extends downward to receive the plunger h, while the shorter arm extends laterally from the trunnions, c', into close contiguity to the rail, proj ecting a little-say three-fourths of an inchabove said rail. As the longer arm is about double the length of the shorter one the stroke of the former is about one and one-half inches. These proportions may, however, be varied at will. The said crank may be provided with a limiting lug, g', which engages the tread and flange of the rail and prevents an undue movement of the crank under the action of the ,train wheels.

The catch plunger, h, is preferably in sections, the portion, h', consisting of a block having two arms, between which the triangular crank is pivoted and a threaded end adapted to receive the male section, h2, and admit of adjustment, as will be understood. A suitable nut, h3, vis provided to prevent unscrewing and a change in the adjustment.

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Said catch-plunger is given a longitudinal movement by the bell-crank and is provided with suitable bearings t', t', which admit of the longitudinal sliding movement referred to. At the end-opposite to the bell-crank the plunger is provided with a lateral projection or catch, j, and an eye, 7c, to receive the chain or flexible connection, 71:. The forward throw of the plungeroccasioned by the passing train is taken by a spiral spring, Z, arranged between the bearing, t, and an abutment, m, on the plunger or between cup washers n, n, the tension of the spring being regulated by making one of its end bearings adjustable. This is preferably accomplished by employing an adjustable nutm, as the abutment, the nut, o, serving as a jam-nut. The return movement of the plunger, h, and the distance of projection of the lever or bell-crank above the track is regulated and controlled by the nut, p, on the plunger, h; the nut, q, serving as a jam-nut to the nut, p.

The longitudinal impulse and severe shock or blow to and upon the plunger, h, caused by the passing of a train are not transmitted to other mechanisms and thence to the signals but are lost and thus there is little or nodanger of breakage at the joint between the crank and plunger as the spring presents but little resistance as compared with the power requiredto move the signals and other inert mechanisms connected therewith which would have to be moved most rapidly were there a positive connection, between them and the said plunger, and not enough to strain the joint or break the parts. The longitudinal movement of the plunger, caused by the action of the train, throws the catch-projection, forward to a point where it receives a cooperating catch, r, which holds the said plunger in what may be termed its abnormal position and the bell-crank where it will not be further acted on by the train; that is to say, the first Wheels of the train serve to throw the crank and plunger out of their normal positions, Where they are held and the following wheels have no effect; thus all danger of repeated hammering and vibration is avoided. The flexible connection or chain 7c is, preferably, only sufficient in length to preventthe transmission of the sudden impactand is attached to a rod, s, suitablyarranged onanti-friction rollers, t, t,or otherwise supported, which in turn is secured to a bellcrank or pulley u either directly or, and preferably, by an intermediate chain o, arranged on a segment o' near to the pivotal bearing,-

112, ofthe crank or pulley. By these constructions I am enabled to locate the signal posts at any desired distance from the track without inconvenience or materially changing said construction.

The crank or speed pulley, u, embodies two segments. These are formed in one and the same plane as indicated in Fig. 4:, so as to secure a direct draft on the horizontal and vertical connections. Laterally extending bearings a are formed in the pulley through which the connections o and o4 pass directly and are adjustably held by nuts o5, Fig. 1, the nuts being adapted to adjust the connections so that the movement of the tread and co-operating parts will secure the desired movement of the semaphore. The said bell-crank or pulley has its pivotal bearing close to the signal post and on the latter is a vertical rod, w, which at its lower end is secured by a chain o4, to the pulley, u, the said chain working on another segment, o3, ot' said pulley more distant from the centen/U2, than the segmenno.

By this arrangement the distance of movementof the rod, tu, is increased at each impulse; a movement of three inches, for example, in the rod woccasionsamovement of one and a half inches of the rod s, as will be understood. The segmental surfaces occasion the desired longitudinal movements of the rod connected thereto by the chains or flexible connections without producing a lateral movement in said rods, and by means of said segments, the leverage always remains the same so that the movement will not beincreased by a reduction ot leverage or vice versa. Said rod w, slides vertically in bearings, 2, 3, Figs. 1 and 2, and, when the catch plunger h is caught, as described, is raised vertically by the weight, 4, of the upper semaphore signal, said weight being suiiiciently heavy to raise its semaphore, 5, and also the distance-semaphore'and the several connections.

The rod w, is connected to the upper or home semaphore by a chain or other fiexible connection, 7, working on a drum or pulley, 9, and a suitable adjustment in length is secured by a turn buckle, S. Below the turn buckle, the rod w is provided with au eye, l0, Figs. 2 and 5, in which a chain, 16, is secured; the latter branches oft' from the rod and is connected to the pulley, 11, of the distance semaphore, 6, the blade of which is balanced by a weight, 12. An electric catch, 13, of any suitable construction holds said semaphore, 6, in a danger-indicating position after the home signal has dropped to its safety position. Said catch is controlled by an electromagnet 14, a battery 15, and connections and means at the more distant limit of the distance block for making or breaking a circuit and thus operating the catch 13, to release the semaphore.

To enable the train to release the catch r from its co-operating catch when the train arrives at the end of the home block, I have provided, at said end a circuit closing device of any suitable construction for completing the electric circuit of the battery, 17.4 On said circuit is an electro-magnet, 18, adapted to draw an armature catch 19, from a lever, 20, which, latter serves as a stay for a lever, 21, of which the catch fr forms a part. On

the arrival of the train at the end of the home block, the electric circuit of the battery 17, Vis closed and the electro-magnet, 1S, is mag- IOO IIO

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netized causing an attraction of the armaturecatch, 19, thereto. This releases the lever 2O from said armature catch and allows the spring, l, to draw the shaft or plunger, h, back until it is released from the catch r, as shown in Fig. 7. The catch r, however remains on the incline of the catch,j, so as to limit the movements of the levers 20, 21, and the catch, 19, is not allowed to enter into holding engagement with the lever 20, until another train engages the crank or lever, d, when the catch r makes a longer drop in engaging the catch j and allows the lever 20 to engage the armature catch 19. The spring 22 serves to throw the long arm of the lever 21 upward as far as lthe incline bearing of the plunger will admit of.

In operating the device a passing train on entering a block expends the power applied to the bell-crank in givinglongitudinal movement to the catch plunger h and forcing it to a position where it receives the catch r. This movement slackens the chain k and enables the weight 4 to raise the rod w and draw the home and distance semaphore blades into position indicating danger, where they remain for a time. On the arrival of the train at the end of the home block, the circuit 17 is closed, the electro-magnet magnetized, the armature catch drawn from the lever, 20and the spring, l, allowed to force the catch plunger, h, from its caught to its initial position, carrying with it the connections, k, s, u, w and 7, and the semaphore blade 5, which is drawn down against the power of the weight, 4, to the'safety position. The distance semaphore still remains in its danger position, held by the catch, 13, until the train passes out of the distance block, when it acts on the electric circuit governing said catch, to release the same, when the distance semaphore blade overbali ances the weight, 12, and drops to its safety position.

While I have described the constructions shown as comprising the invention, I am well aware and it is obvious that various modifications aud equivalent constructions may be employed without departing from the spirit and scope of the invention; l therefore do not limit myself to the specific constructions herein shown.

Having thus described the invention, what I claim, and desire to secure by Letters Patent of the United States, is

1. In a railway signal, the combination with a railway rail and a tread to receive the impulse from the passing train, of a' horizontallydisposed plunger,

operated horizontally by the action of the tread under the power of the train, means for holding said plunger temporarily in the position assumed immediately after the passing of the train, a rod communicating with the plunger and having a horizontal movement independent thereof and means connecting said rod with the semaphore connections, means for releasing the holding means and for retracting the plunger to its normal position, substantially as set forth.

2. In a railway signal, the combination with the rail, of a lever or crank e, catch plunger, h, lever 2l, lever 20, and armature catch 19, and electro-magnet controlled by the electric circuit and battery 17 and a ilexible connection controlling the operation of the signal substantially as set forth.

3. In a railway signal, the combination with a railway rail and a movable tread to receive the impulse of a passing train, of a horizontally disposed plunger operated horizontally by the action of vthe train upon the tread, means for holding said plunger temporarily in the position to which it is forced at the passing of the train, a rod joined to the plunger and having a horizontal movement independent thereof, means for releasing the holding means and for reti-acting the plunger toits normal position and a speed pulley joined to said rod and receiving the connections for operating the semaphore or signal, substantially as set forth.

4. In a railway signal the combination with the rail, of abracket, d, atriangular bell crank fulcrumed on said bracket at a distance laterally away from the rail and having a short arm or tread closely adjacent to said rail to receive the wheels of the train and a long arm extending downward from said tread and the fulcrum and receiving and operating a plunger, a catch for holding the plunger, a cooperating catch controlled by an electric armature and magnet and a circuit breaker arranged at the rail at a distance from said plunger, a battery and wires connectingsaid magnet and circuit breaker and a semaphore connected to said catch by iieXible connections, all substantially as set forth.

5. In a railway signal,the combination'with the rail, of a bracket secured thereto and providing bearings for a bell crank, said bell crank, a sectional and adjustable sliding plunger having a catch projection at the end opposite its connection with the bell crank, a

cooperating catch to hold said catch in its abf v lby the passing train as it leaves the block a spring to return said sliding shaft to an initial position, and a flexible connection connecting said shaft with the semaphores, and said semaphores comprising a home and distance semaphore automatically movable to horizontal posi-tions indicating danger substantially as set forth.

6. In a railway signal, the combination of means to receive the action of the passing train and a catch operated by said means a rod, s, connected to said catch but having an independent movement, a vertical rod ccnnected to the signal and a speed pulley aconnected to said rods andv vertical rod, substantially as set forth.

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7. In combination with the rail, a tread and catch for holding the same in its abnormal position means, such as the spring Z, for raising said tread to its normal position and drawing the home semaphore to its safety position, said home semaphore weighted to turn automatically to its dangerposition when the tread is acted upon by the passing train and connected with said means such as the spring Z, and adapted to be drawn thereby to its safety position and means for releasing said catch for holding the tread, all substantially as and for the purposes set forth.

8. In a railway signal, the combination with the horizontal connections extending to the rail, vertical connections extending to the home semaphore, a pulley having differently disposed segments receiving said connections, and said home semaphore, the weight l1 of which overbalances the blade of said semaphore and said connections substantially as set forth.

9. In a railway signal, the combination with a sliding catch adapted to be operated by the passing train, a cooperating catch to receive and hold said sliding catch when forced to its abnormal position, a spring to return said sliding catch when released, means for releasing the catches from one another as the train passes from the block, a flexible connection with a speed pulley u, said pulley u, vertical connections with the weighted semaphore and said semaphore, the weight of which overbalances the weight of the blade of said semaphore and raises the same with its connections, to the danger indicating position, substantially as and for the purposes set forth.

10. In a railway signal,the combination with the railway rail, a tread adapted to receive an impulse or movement from train, a catch for holding the tread in the position assumed immediately after the passage of the train, a spring for returning the tread to its normal position and drawing down the home signal to safety, said home signal, connected with said tread and with a distance signaling semaphore and adapted automatically to draw said distance signaling semaphore to danger when relieved of the power of said spring, substantially as set forth.

11. Inarailway signal, the combination with the railway rail, a tread adapted to be depressed by the passing train and having a catch provided with an incline or wedge to engage a cooperating catch and be held in its abnormal. position temporarily thereby and thus relieve the semaphore from the power of a spring adapted to draw said semaphore to a safety position, and said spring, for forcing the semaphore to its safety position and the tread into its normal position, said semaphore, and an electric magnet, circuit wires and connections for releasing the catches from holding engagement and allowing the said spring to act on the semaphore and tread substantially as set forth.

the passing 12. In combination, in a railway signal, with the railway rail, a bracket, d, comprising sections d', CZ', andf and having a vertical recess to receive a lever,etherebetween, and said lever working in said recesssubstantially as and for the purposes set forth.

13. In combination with the railway rail, a bracket, d, secured to said rail and having a lever, e, working therein, the said lever having a limiting projection, g, adapted to engage the flange of the rail to prevent undue movement when acted on bythe passing train,

substantially as and for the purposes set forth.

14. In a railway signal, the combination with the rail, the tread, and catch for holding the tread down, a semaphore blade and a spring connected with said tread and semaphore blade and adapted to turn said blade to safety position and said tread to normal position, substantially as set forth.

15. In a railway signal, the combination with the weighted lever, 20, affecting the operation of a catch, of an armature catch, 19, adapted to catch the weighted end of said lever when the latter has gravitated to acatching position, substantially as set forth.

16. In a railway signal, the combination of the rail, means to be engaged by the wheel, a sliding plunger connected with said means, a iieXible connection attached to said plunger, a rod attached to said flexible connection and connected with a crank or pulley and asignal con nected to said crank or pulley and operated by means independent of the plunger li, substantially as and for the purposes set forth.

17. In a railway signal, the combination with the track, signal and connections, of a speed pulley having curved segmental bearings formed, to receive said connections, in a single plane, substantially as set forth.

18. In a railway signal, the combination with the tread and signal and connections, of a speed pulley having segments formed in diiferent concentric circles and in one and the same plane to receive said connections and having bearings for adjusting Anuts or screws, substantially as set forth.

19. In a railway signal, the combination of a tread, speed pulley having bearings formed at different distances from the center, in one plane, as set forth, a catch holding the tread in its pressed down position temporarily, means for releasing said catch extending a distance from the semaphore post and semaphores, said semaphores and post holding the same, a flexible connection of the tread and speed pulley,aconnectiou of the speed pulley and semaphores and a weight overbalancing the two semaphores to draw them to danger indicating positions and a spring overbalancing said weight when the said catch is released, all said parts being arranged and operating substantially as set forth.

20. In combination, a tread, a horizontally sliding plunger acted upon by said tread, a catch holding said plunger, a connecting rod movable independent of said plunger, a

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have hereuntoset my hand this 18th day of January, 1892.

JAMES WAYLAND.

Witnesses:

CHARLES H. PELL, OSCAR A. MICHEL. 

